Will Chevrolet Bring Back The Monte Carlo - Damino Media

CHEVY MONTE CARLO - Everything You Need to Know | Up to Speed

Donut Media:

- Hey kid, you wanna go fast?
You wanna be real comfortable too?
You wanna be a NASCAR driver?
Well, I got what you need right here.
It's got two doors, and it's named after
an administrative area of principality
of Monaco in the south of France.
This is everything you need to know
to get up to speed on
the Chevy Monte Carlo.
Sometimes, you're just
too tired to do the job,
whether that's hosting a
show, writing a script,
or washing your car.
But thanks to NOS Energy,
I got that good energy that
helps me get the job done.
♪ Power baby ♪
♪ More power baby ♪
♪ More power baby ♪
♪ More power ♪
- It was the mid-60s and
Chevy was doing well.
With 12 different models for sale,
like the Camaro, Impala, and Malibu,
it seemed like them bow tie
boys and girls had it all.
But the grass ain't always greener.
Sometimes, it has big yellow spots
where your dog's been doing his business.
Chevy had a problem, and that problem
was named the Ford Thunderbird.
Ford's luxury two-door had
been selling well enough
since the mid-50s to force GM brands
like Pontiac and Buick
to respond with cars
like the Grand Prix and the Riviera.
GM brass was stoked, but back at Chevy,
there was another story.
Chevy general manager, Pete Estes,
remember him from the Camaro episode,
he's literally (bleep) nuts.
He was pissed off.
If Pontiac and Buick were allowed to have
personal luxury cars, why shouldn't Chevy?
Chevy division sales manager,
Lee Mays, didn't agree.
He was like, "No means no, Estes.
"Jesus, literally walking out the door.
"I gotta get to a frickin'
recital, don't you know?"
So there wouldn't be a Chevy
competitor to the Thunderbird,
not for a few more years.
Then, it was 1968.
John Z. DeLorean, you ever heard of him,
was now the general manager at Chevy.
He was hot off his success at Pontiac
where he made the Grand Prix a
worthy Thunderbird competitor
and helped start the muscle car
wars with the legendary GTO.
DeLorean was a marketing fricking genius,
who knew that making young
people like your brand
was the key to success,
kind of like how the Champion brand
used to be for your Uncle Jeff,
but now Ryan Tuerck wears them
and they sell for 75
bucks at Urban Outfitters.
I bought four.
Tuerck's cool.
So in walks John DeLorean with that BDE,
and he didn't get along
with Lee Mays either.
DeLorean goes to the top GM brass and says
that Mays is straight
up getting in the way
of DeLorean's success.
Mays was reassigned to Buick
general manager shortly after.
Now that he was out, no
more Mays, no more problem.
That's how you gotta be, man.
If someone's in the way
of where you gotta be,
get them out of there.
That's the Kentucky cobra way.
With Mays gone, the Chevy team got to work
on their new personal luxury vehicle,
code name, Concurs.
Here's how it's spelled.
That's how I'm gonna say it.
The car was based off
of GM's G-body platform.
Coincidentally, the same
as the Pontiac Grand Prix.
To make sure buyers knew that Chevy's new
personal luxury vehicle was luxurious,
the Concurs team took inspiration
from another one of GM's luxury cars,
the 1967 Cadillac El Dorado.
And when I say inspiration,
I mean they basically traced the design
and changed a few things
like the headlights.
Cadillac was like, "What the heck, bro?"
But the Concurs team kept working.
They were like, "Don't even
freaking worry about it, dude."
They dressed up the recycled bits,
so people wouldn't feel bad
about dropping more coin
on what was basically
a dressed up Chevelle
wearing a Cadillac fur coat.
Before the Concurs, again how it's spelled
and how I say it, went on sale,
they gave it a new name.
What better name for a big
bodied coupe built in Detroit
than that of a principality at
the base of the Maritime Alps
nestled in the south of France?
In 1970, General Motors
debuted the all new
Chevy Monte Carlo.
The buzz was undeniable.
Car and Driver said it's
a composite of Buick,
Oldsmobile, and Cadillac.
That's what I call high praise.
Along with the base Monte Carlo,
Chevy also made a performance
model with the SS badge,
The main difference
between the base and the SS
was the engine.
The SS was equipped with
a 7.4 liter, 454 V8,
making 360 hrsprs.
To help this beefy boy get around turns,
the SS was outfitted with wider tires
to get the power down
and heavy duty, self-leveling suspension.
To critics, the Monte
Carlo might have been
an odd mish-mash of GM parts and styling,
but to customers, it
was the most affordable
personal luxury car in
America at the time,
and it sold well in the
first two years of its life.
- [Announcer] Monte Carlo, number one
in the personal luxury car field.
- And since the Monte didn't
have a lot of bespoke parts
that were expensive to make,
it made Chevy a lot of money.
Unfortunately for some fans,
the SS was not here to stay.
Chevy bigwigs thought the
idea of a quick luxury car
was a contradiction and axed
the Monte Carlo SS in 1972.
However, that contradiction
did not stop them
from making the Monte
Carlo custom package,
which was basically an
SS without the badges.
Speaking of badges, Chevy loves them.
And they were so committed
to making the Monte Carlo
a luxury mainstay that
they kept the number
of Chevy badges on the car to a minimum.
- Hey Craig, what is that car over there?
It looks like a Chevy but nice.
- I don't know, Jerry.
- I guess we'll never know.
Anyway, we're late for our
reservation at Applebee's, whee.
- I'm gonna be frank.
Throughout the rest of the 70s,
the Monte Carlo wasn't that exciting.
It was making GM money, sure,
and it was getting some
fancier touches along the way.
Engineers fitted the MC with
front seats that could swivel
sideways to make getting
in and out easier.
I would love if seats
swiveled back and forth
that make it easier to get out.
Cut to a super cut of me
getting in and out of cars.
Despite one of the coolest technologies
ever in automotive history,
the old gas crisis hit.
And that wasn't Chevy's only problem.
Japanese car makers were
making life hard for Detroit.
Japan's cars were reliable, economical,
and most importantly, very affordable.
The Monte Carlo was literally
none of those things.
So, (sighs) they would
have to make it smaller.
The third gen Monte was produced
from 1978 all the way to 1980.
That's 12 whole years, 12
whole years, 12 whole years.
1978 all the way to 1980.
That's 12 whole years.
The flat grill was familiar
to the Chevy faithful,
but the rest of the car
was downsized and reshaped
into a sleeker form.
It wasn't a bad car, but the Monte Carlo
had yet to really reach
its full potential.
And this.
Is this where you talk about the part
where the Monte Carlo
reaches its full potential?
Am I really that predictable?
I mean, your content is entertaining,
but let's be honest, you
really do have a formula.
Well, if you've figured out that formula,
feel free to submit to
write for this show.
Go to donutmedia.com, and
then there's a clicky spot
where it says, "Join the team."
1981, the Monte Carlo was leaner
and meaner than ever before
and still retained the
signature personal luxury.
There were a ton of choices
when it came to engines.
Buyers could choose from small
V6's, Oldsmobile 350 diesel,
and even a turbo-charged V6 from Buick.
The variety was proof Chevy
wanted the Monte Carlo
to be the luxury car for everyone.
There was just one problem.
That (bleep) Ford Thunderbird.
For the 1983 NASCAR
season, Ford introduced
a new Thunderbird stock car.
It was a super sleek
and aerodynamic design.
Some people started
calling it the Aero-Bird.
The Aero-Bird would break 200
on an oval on the regular,
and it even set a race
lap record at Talladega
that still stands today, today.
Chevy responded by petitioning NASCAR
to let them run a new
nose on the Monte Carlo
for the 1983 season, which NASCAR allowed.
We got friends at NASCAR.
Shout-out Matt Sommers.
But since it was stock car racing,
that meant the Monte Carlo road car
had to be produced with
the new nose as well,
and that wasn't all.
Since the Monte Carlo was
now an aerodynamic race car,
it needed
performance to match.
Chevy dropped a 305 cubic
inch V8 under the hood
and brought back a long lost trim level.
Super sport.
Yes, the Monte Carlo SS was back
for the first time in 12 years
and looked better than ever.
The new SS was a huge hit with customers,
outselling the more luxurious LS package
and becoming the most
popular Monte Carlo trim.
It also didn't hurt that the Monte Carlo
was kicking (bleep) in NASCAR.
That's what you call kickin' Nass.
The Monte Carlo was holding
its own against the T-Bird,
but holding its own wasn't good enough.
As Monte Carlos screamed around the track,
the dramatic drop of the rear window
created a high pressure zone,
which pulled backwards on the car.
If they could make that
angle smoother, the car
would go faster, so that's what they did.
Chevy engineers made a
three-piece rear window
that significantly decreased
the slope to 25 degrees.
They called it the Aerocoupe.
Chevy had to build 200 of
these things for the public
to meet homologation rules.
So in 1986, that's what they did.
But something weird happened.
People really liked them.
So in 1987, they didn't
limit Aerocoupe production
and ended up selling more
than 6000 of them that year.
But wait, what about your friend, Dale?
Dale Earnhardt was a one-time
Winston Cup champion.
He spent the mid-80s behind the wheel
of a Ford Aero-Bird but switched
to a Monte Carlo Aerocoupe
for the 86 season.
Good move, Dale.
He took the blue and
yellow Wrangler Jeans Monte
all the way to the tippity top
and earned his second
championship that year.
The next year, he followed it
up with another championship.
That makes three, which was fitting
because that's also his number.
Dale's in your face driving style
and nearly unquenchable need to win
earned him the nickname, The Intimidator.
The intimidation factor
was made official in 1988
when Dale got a new sponsor.
His Monte Carlo went from
the jovial blue and yellow
to a new paint scheme that
truly embodied his nickname.
It was painted black.
If that didn't make other drivers puh-poo
in their puh-pants, nothing would.
Earnhardt would win
four more championships,
bringing the total to seven.
As the 80s came to an end,
Dale had made the Monte Carlo a legend.
Unfortunately, that wasn't enough
to justify the car's
existence in the real world.
Those Japanese cars the
Monte Carlo had downsized
to fight 10 years earlier were getting
really, really, really good.
So 1988 was the last model
year for the Monte Carlo
and would be replaced by the
front wheel drive Lumina.
But this wasn't the end
for the Monte Carlo.
All right.
By 1995, the Lumina's image was
very, very, very boring.
So to spice things up, Chevy
renamed the two-door Lumina,
the Monte Carlo.
Whoo, we're back, baby.
But not really.
The new Monte didn't
really have anything to do
with the old one.
Aww, man.
Chevy did eventually introduce
a new SS model in 2004
featuring a supercharged
V6, making 240 horsepower.
In an attempt to relive the glory days,
Chevy also released a Dale
Earnhardt edition Monte Carlo,
available in either black for Senior
or red for Junior.
The Earnhardt edition had a bunch
of other NASCAR style touches,
like either Senior or Junior's
number plastered inside
and some race inspired gauges.
Most importantly, the black one came
with an Intimidator badge on the back.
You could only buy one of those
if you were truly most
definitely doing it for Dale.
Shouts to Cleetus
McFarland, what's up, man?
I like you a lot.
We should hang out.
The Monte Carlo got its
final refresh in 2006
with its most notable
improvement under the hood.
The Monte Carlo SS was
once again powered by a V8
the first time in 18 years.
That's right, a V8.
I don't know, yeah, they do it.
Chevy announced that the Monte
Carlo would be discontinued
for 2007, citing low consumer interest,
i.e., no one cared.
And fears that the Monte might steal sales
from the upcoming Camaro,
which I don't really follow along with.
I just want to give a quick
shouts to (bleep) helmets,
I'm gonna have to bleep
your name on the episode,
This guy painted this
really cool helmet for me,
and he talked to me about it
and he let me design it with him.
I'm very happy with it,
so check out his Instagram
and his website, I'll put the
link in the description below.
I love you.

Chevrolet Monte Carlo Replacement Remote Programming 2007 2010

carandtruckremotes:

Welcome to CarandTruckRemotes.com video channel.
Today we’re going to show you how to program
a remote for… we are in the Cadillac Escalade,
but those instructions also work for most
full size GM trucks and SUVs, and also some
cars like Chevy Impala ’05 and up or Buick
Lucerne. So, alright, it’s actually very
easy.
We have one remote that’s programmed, and
a couple of remotes that do not work right
now.
All you have to do is to switch ignition to
ON position, then you have to press repeatedly
the button right here. On certain vehicles
maybe, it may be placed in a different area.
You have to keep pressing it until you see
“relearn remote key”. OK, so we got that.
Now we have to push this button right here
(the check mark button). OK, “remote key
learning activated”. OK, now we have to
press LOCK and UNLOCK buttons on the remote,
and just keep holding them down for about
15 seconds. (*beep *beep). Apparently that
was enough, it didn’t need 15 seconds.
OK, now we have to do the same thing with
the existing remote to sort of synchronize
(*beep *beep).
OK, now both remotes should be working. So,
we switch the ignition OFF to exit programming
mode.
And let’s see if it works. OK, and now this
remote.
Now both remotes are programmed. As you see
it’s very easy.

1977 Lancia Beta MonteCarlo: Martini Time

Petrolicious:

It was the end of the ‘90s,
I was about 8 or 9 years old.
My father was a sponsor at Dakar.
We had two Range Rovers in the race.
Since then, I’ve become passionate
about rallying.
Specifically, the World Rally Championship,
with the epic performances of Didier Auriol,
Carlos Sainz, François Delecour
My name is Gabriel Valentin, and I drive
a 1977 Lancia Beta Monte-Carlo S1.
I’ve always been passionate about old cars.
When I was younger,
during the Monte-Carlo,
I had the Didier Auriol
remote controlled Toyota Celica
and I always thought that one day,
I would drive that car.
Recently, with a friend,
we decided to try to build a replica.
With the help of Toyota, we built a replica
of the Group A Toyota Celica.
Over the last fifteen years,
I've made a career in marketing.
I changed jobs, and I landed in a company
that has, for me,
a mythical sponsorship in rallying
with Martini Racing,
which, in 2018, celebrated fifty years.
By chance, someone comes into
my office one day and says,
“Hey, since you’re passionate
about antique cars,
next year will be 50 years
of Martini Racing.”
I realized that there could be
a super opportunity there.
I threw myself into searching for a car
that could be entered in the Monte-Carlo Rally,
to create a project around
the fifty-year anniversary.
We created a project internally to revive
the Martini Racing colors in our own way
and enter in the Monte-Carlo Historique.
I looked for a car,
hoping to find a Lancia.
There's a great love story between
Martini Racing and Lancia,
with a lot of success.
I hoped to find a car from before 1980.
Only a few models would qualify
as a Martini Racing car.
There’s the Lancia Stratos, too pricey,
and the Lancia Beta Monte-Carlo.
I set off to find this car,
and I found it on an auction site.
It was white, which suited me,
and above all, and it had performed
in historic rallying in the past.
It had competed several times
in the Portugal Historique.
The car was already properly equipped
with a crash bar and navigation gear.
I thought, “OK, we’re ready."
We’ll convert the car for Maritni Racing
with colors of the Lancia 037
but more up-to-date.
The Lancia Beta Monte-Carlo
was the basis for the chassis of the 037.
So they are closely linked to one another.
I got a colleague involved in the project,
and as soon as we were approved
by Martini’s international team,
we were on our way, and we registered
in the Monte-Carlo Historique.
At that point, there is emotion
and excitement
because this is it, we’re there,
registered for Monte-Carlo
even if there are several months to go
before “takeoff”.
There is also a bit of stress
during the preparations,
training ourselves to live together,
somewhat, pilot and co-pilot.
Preparing the car, too,
and then, that’s it, we’re there.
I had already done some rallying,
both as pilot and co-pilot, in the past.
Such as around Reims,
Plus, saying “Reims” means “Monte-Carlo”.
For me, at that time, this mythic race,
at least in France, was Reims.
So, it’s printed on the cars;
it’s on my Toyota Celica.
Then, it will be on
the Lancia Beta Monte-Carlo.
In fact, I've already made history
in my region.
With some training
and good communication,
time moved along
and February 1, 2018 arrived.
We take off for Reims, from Paris,
quite stressed I have to say
because we’re on our way
to attempt the Monte-Carlo Rally
without really knowing what to expect
from the technical inspections
and hoping the car
won’t have any problems.
The fear is that the car will break down
before the event even starts.
We got there on the Friday
before the start, which was at around 8 pm.
We’re in Reims, and we get the tags
and some stickers for the car.
We’re waiting around,
checking out what’s happening,
looking around, asking questions.
We were embarking on
an authentic historic rally.
Five days of racing
with more than 1,200 miles of driving.
The prime objective is to finish.
There are plenty of accidents,
breakdowns, abandoned cars.
“OK, we’re going to finish the rally,
and above all reach Monaco.”
That’s the ultimate goal,
along with having a great experience.
An incredible rally, a thrilling environment,
and a pleasurable atmosphere.
The car held up; we had no technical
or mechanical problems.
We trailed behind because it was the first time
I had driven on snow with studded tires.
That was something to take into account.
We learn new things, and at the same time,
we want to try to achieve something
and at least perform at a respectable level.
The interesting thing about
Monte-Carlo Historique is that,
from year to year, It’s never the same,
and 2019 is much more complicated,
especially in terms of weather conditions
with a lot of snow and ice.
Even if the car performs well
on the road and in rallying,
even having acquired confidence
by practicing on snow during the rally,
any little lack of attention, driving straight on,
you end up in a tree.
That cost us headlights, a bumper,
but we managed to get quickly back
on the track and finish the race,
showing that the car is solid.
That Lancia is tailored to rallying.
It’s still relatively small scale,
weighing less that one ton,
and it's very, very low to the ground,
so it’s well seated on the road,
with a rear engine.
It’s a propulsion engine,
the original Fiat Lampredi,
with a double Weber carburetor
and double camshaft.
It’s a pleasure to drive
and it's even comfortable.
In fact, its name, the Lancia Beta Monte-Carlo,
reflects that it was a project
for Lancia to develop their future rally car,
which was the Lancia 037.
Remembering the rally,
after two decisive rounds,
the choice was obvious: the Lancia Beta
Monte-Carlo was going to be my car
in the Rallye Historique.
We’re starting to repairing it;
we’re waiting for parts right now.
They’re very hard to find.
Once the car is back in shape,
we’re going to optimize it
for years to come.

[SOLD] 1977 Chevrolet Monte Carlo For Sale

Chicago Car Club:

this is our 1977 Chevy Monte Carlo so
this video will cover a couple different
things first off there will be a slow
paced walk around and then following
that there will be a couple looks at the
interior and any of the cosmetic
blemishes so it's a super low mileage
original car still where's the original
paint only twenty eight and a half
thousand miles on it it was with the
original owner from new until 2015 when
it sold from Ohio to a gentleman in the
Chicago suburbs who he just recently
bought it from
it's a phenomenally clean very well care
Ford car paint really doesn't show any
signs of aging there's no clear coat
damage there's no you know major dings
or scratches or anything the car is
super clean
chrome is mirror-like throughout with no
oxidation wheels are in great shape with
no curb rash tires are close to new the
glass and light lenses are all clear and
crack free
there is one small piece of trim missing
the passenger-side rear of the midline
trim which you can see there
so the body is excellent there is
absolutely no bubbling or rust
so this is typically the part of the
video where I will walk around and show
all of the cosmetic blemishes on the car
but this one really doesn't have any to
show so here is a look at the you know
the most chip prone parts of the car at
the front corners it's really just
spotless you can see around the
headlights there is nice and clean the
chrome which is perfect
the medium green is just an excellent
color you can see the trim is all nice
not dinged up or anything
and there's that one spot where as
fallen off interior is excellent door
panels show nowhere no kicked open marks
the dash has no cracks at all the radio
is functional the heating blower
function

On récupère la MONTE CARLO de TOKYO DRIFT Fast&Furious 3 - Part 1

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10 Second Monte Carlo!

GuelphRacing:

-This early 80s Monte Carlo was making some slick 10 second passes at the 1326iX drag racing event at Toronto Motorsports Park, Cayuga. July 8th 2018.

etrailer | Trailer Wiring Harness Installation - 1985 Chevrolet Monte Carlo

etrailer.com:

El Camino - Everything You Need to Know | Up to Speed

Donut Media:

(tires screeching)
- The El Camino has been accused of being
the mullet of cars for too long.
Ha! Hilarious! Get it?
It's a sedan in the front,
and a truck in the back,
it's like a mullet!
I bet you haven't heard that one before!
You know what, pal?
The El Camino is truly one
of the most unique cars
to ever come out of Detroit.
From humble beginnings hauling hay
to later, hauling ass.
This is everything you need to know
to get up to speed on the Chevy El Camino.
(retro arcade music)
- Yeah, yeah yeah, I know,
the El Camino was not
the first car truck thing
to go on sale in the States.
Ford did it first, with the Ranchero 1957.
Ford marketed the Ranchero
as "more than a car,
more than a truck," and it was a hit,
and Chevrolet took notice.
- Well yeah, I noticed.
- The first El Camino
was brought to market
two years after the Ranchero in 1959.
Chevy sold over 22,000 units in
the first year of production,
but it got worse in
1960 and sales dropped.
Baby boomer families were growing,
so they needed more than two seats,
and the cargo space wasn't that great
compared to a real truck.
Basically, Chevy missed
out on both markets.
And the El Camino was
discontinued the following year.
- Wait, what?
What did he mean by discontinued?
- Meanwhile, the Ford Ranchero
was doing pretty good.
It was now based on the Ford Falcon,
just like the Mustang.
Chevy took note of Ford's
experimentation and said
"Hey, we can do that!"
Chevy brought back the El Camino in 1964
and this time its sister car
was the frickin Chevelle.
The Chevelle Super
Sport was one of Chevy's
first entries into the slowly escalating
muscle car arms race.
So it would make sense
to offer this performance
in the El Camino, right?
- Yeah.
Yeah blonders.
That's a good idea.
- Chevy didn't think so.
They did not offer the El Camino SS.
Yet.
Chevy was still determined
to market the El Camino
as a truck with the comforts of a car,
as opposed to a car with
the utility of a truck.
However, as the 1964 model year went by,
Chevy eventually offered
a 327 cubic inch V8,
making a decent 300 horsepower.
- Pretty, pretty, pretty good.
- From 1964 to like
1980, the design changed
every
single
year.
Every single year.
1964
1965
1966
1967
1968
1969
1970
1971
1972
1973
1974
1975
1976
1977
1978
1979
1980.
But the philosophy stayed the same:
practicality and luxury,
all in one, just like me.
- (wheezing laughter)
- The El Camino took
the undeniably beautiful
looks of the Chevelle and mixed it with
the practicality of a truck.
Chevy continued to give the El Camino
more and more power and it
got better and better looking.
Look at the 1968 and 1969 models.
Those are some good looking cars.
And if you say otherwise,
you're a (bleep) liar, Mark!
I know you're watching, Scott told me.
Scott told me you watch all my shit.
You follow me on Instagram, Mark.
Chevy sold the most El Caminos in 1968
because it was offered with Chevy's 396 V8
and it made 375 horsepower.
The gloves were starting to come off.
In 1969, Chevy finally gave the people
the El Camino SS,
(cheering)
with a special blacked out grill,
disc brakes and powerlocks and windows
just like a racecar.
But Chevy wasn't done,
because the 1970 El Camino SS
might be one of the most
unique muscle cars of the era.
While you can still get the 396,
Chevy raised the stakes with the 454 V8.
This colossal big block
made 450 horsepower,
and a whopping 500 foot pounds of torque.
That's enough power to pull
your neighbor's house down.
Don't ask me how I know that.
(bell rings)
It also came with a four speed
short ratio transmission.
Long story short, it hauled ass.
(engine revs)
Or, whatever else you wanted to haul,
because it had a truck bed in the back.
Like all good things,
including every
single
one
of my beautiful hamsters, the El Camino SS
met a swift end.
In 1971, Chevy saw the writing on the wall
with the looming gas crisis and started
to detune their big block offerings
to be more fuel-efficient.
This is also the part where the El Camino
gets noticeably less attractive,
but can you blame it?
It was in an abusive
relationship with Chevy.
How would you feel?
You'd probably get a little ugly too.
- This one, real (bleep) ugly.
- The gas crisis didn't
kill the El Camino.
Quite the opposite, actually.
Despite being the largest
and nearly the slowest
El Camino ever, the 1973 model
was by far Chevy's best-selling.
The next year the El Camino reached
the pinnacle of luxury with the
carpeted door panels and wood
grain instrument panel trim.
- That's fancy. That's fancy.
- Real fancy.
- If Chevy couldn't make
the El Camino more powerful,
well gosh darn it, they
were gonna make it fancier.
The fifth gen El Camino arrived in 1978
with a few different trim levels
including the Black Knight,
which I only mention
because that is literally
the most kickass name
for a trim level ever.
Chevy had to change the
name of the Black Knight
to the Royal Knight in 1979
because of copyright issues.
Wait, who owns the
copyright to Black Knight?
- Martin Lawrence is the Black Knight.
- When the gas prices of
the 70s came to an end,
Chevy ushered in the 80s
with a new El Camino,
with zero changes to the body
and only minor tweaks to the engine.
Thus began the twilight of the El Camino,
and no, I'm not talking about vampires.
The Elkie lived out its final
years with few highlights.
In 1985 Chevy started
producing the El Camino
in Mexico to save on costs,
but it didn't last long,
because the El Camino
finally left us in 1987.
Just like my dad.
The death of the El
Camino was a somber one,
but the fact that it wasn't
being sold in showrooms anymore
didn't stop people from loving it.
The El Camino is a folk
hero in the car world,
a solid performer who wasn't
afraid to get down and dirty.
If you have the chance to
buy an El Camino, do it.
- Just do it!
- There have been a million rumors
for a million years now that
Chevy's gonna bring back
the El Camino but I'm
not holding my breath.
- (heavy breathing)
- Would this ruin some of
the legend of this car?
That's always a possibility.
But the way Detroit is
pouring out new muscle,
a brand new El Camino could
actually be pretty tight.
That's everything you need
to know to get up to speed
on the Chevy El Camino.
Would you rather have a
classic one or a new one?
Let me know in the comments below.
Have you ever (bleep) in an El Camino?
You ever (bleep) in an El Camino?
Everyone send me a dollar
so I can buy a Lamborghini.
And as always: like,
subscribe, comment, share,
tag your friend who likes an El Camino,
tag your friend who has a mullet,
ask him what's wrong with him.
tag your friend who has a mullet,
ask him what's wrong with him.