The Chevrolet van is a range of vans manufactured by General Motors since the 1964 model year. Introduced as the successor for the rear-engine Corvair Corvan/Greenbrier, the design not only shifted from to a forward-mounted engine, but adopted mechanical commonality with the Chevrolet C/K light truck line. Alongside a passenger van, the model line has been sold as a cargo van (replacing the Chevrolet Suburban panel truck) and as a cutaway van chassis (serving as the basis for a variety of custom applications).
Designated as the G-series, the Chevrolet van has also been sold by GMC since 1964. The Chevrolet Van name applies to the cargo variant, with both Chevrolet and GMC using multiple other names for passenger versions. Four generations of the model line have been produced: the first two generations (1964–1966, 1967–1970) used a front mid-engine layout (placing the engine between the front seats); since 1971, the model line has had the engine forward of the front seats.
Currently in its fourth generation, the Chevrolet Express and GMC Savana became the first version of the model line to use a single nameplate to use a single nameplate (for each brand).
Background
In 1950, Volkswagen introduced the Volkswagen Transporter as a forward-control variant of the Beetle. In North America, the Microbus was marketed as a station wagon (a precursor to the minivan) and as a panel van/sedan delivery alternative, making it a precursor to the modern full-size van. As with the Beetle, the Microbus was a rear-engine vehicle with an air-cooled flat-four engine.
In response to the VW Microbus, both Ford and GM introduced their first van designs for the 1961 model year. Ford introduced its Econoline and Falcon Club Wagon, using a Ford Falcon chassis (placing the engine between the front seats); this style would be used by the Dodge A100 in 1964. Chevrolet launched the rear-engine Chevrolet Corvair 95 model line, which included the Corvair 95 panel van and pickup truck and the Corvair Greenbrier passenger van (marketed as a wagon).
Though the Corvair 95 shared a nearly identical wheelbase with the VW Microbus and also used air-cooled engines, it was fitted with the powertrain of the Corvair car line, which was fitted with a flat-six engine, offering substantially more power than the Microbus (along with an optional automatic transmission - a feature not seen in the Volkswagen until 1973).
Following the introduction of the G-series van, Chevrolet ended production of the Corvair 95/Greenbrier during the 1965 model year; the Corvair pickup truck was largely replaced by the return of the Chevrolet El Camino.
First generation (1964–1966)
For 1964, GM released its compact van developed to replace the Corvair 95. Internally coded the G-10, the half-ton van adopted a design closer to the Econoline and A100 (sharing their 90-inch wheelbase), moving the engine from behind the rear axle to between the front seats (the body remained a forward-control design, placing the driver above the front axle). In a larger change, the model line was marketed by both Chevrolet and GMC, with both divisions marketing passenger and cargo variants. Alongside the Chevy Van sold for cargo, Chevrolet also sold the Sportvan passenger version; GMC marketed the Handi-Van and Handi-Bus, respectively.
In line with its predecessor sharing components with the Corvair, the G10 shared mechanical commonality with the Chevy II. The standard engine was a High Torque 153 inline-4, producing 90 hp; a High Torque 194 inline-6 was optional. A 3-speed column-shifted manual transmission was standard, with a 2-speed Powerglide automatic offered as an option.
Though sharing its powertrains with the Chevy II, the chassis was designed with a full-length unibody and used an I-beam front suspension and much heavier-duty rear leaf springs than a sedan (similar in design to GMC trucks). While visually similar to its Corvair predecessor, the Chevy-Van was distinguished by its larger, flat windshield, twin headlights (instead of four), and the relocation of the grille to above the bumper (providing an air intake for the engine). From the rear, the lack of a rear engine allowed the cargo doors to extend down to the bumper.
1964 For 1964, the model line was offered solely as the Chevy-Van cargo van; though assigned as part of a half-ton payload series, the model line was capable of up to 2000 pounds of payload. To maximize interior space, the model line was sold only with a driver seat as standard equipment (the optional passenger seat folded for storage); the base version was sold with only rear cargo doors (right-side cargo doors were offered as options). Other extra-cost options included a heater, two-speed windshield wipers, and the dashboard glovebox.
1965 Coinciding with Chevrolet phasing out the Greenbrier line, the G10 was expanded to include a passenger van, including the Chevrolet Sportvan (GMC Handi-Bus). In addition to a standard front passenger seat, the Sportvan was fitted with two optional rear bench seats, expanding seating capacity to eight. The cargo van saw minor changes, with side windows added as an option. In another minor change, seatbelts were no longer optional.
The four-cylinder engine remained the standard engine for cargo vehicles, but a second engine (shared with both the Chevy II and the C/K line) was added as an option. The High Torque inline-6 (making 140 hp) was an option for both the Sportvan and the Chevy-Van; the 194 inline-6 was offered as the standard engine for the Sportvan.
1966 Visually unchanged from before, the G10 underwent several changes to its equipment offerings. In a powertrain change, the inline-4 was dropped from the Chevy-Van, making the 194 inline-6 the standard engine.
Second generation (1967–1970)
For 1967, the second-generation G-series vans were introduced by Chevrolet and GMC. In a central part of the redesign, the ½-ton G10 was joined by the ¾-ton G20, with a 108-inch wheelbase body offered as an option for both passenger and cargo vans. Sharing a strong visual resemblance to the first generation, the second-generation G-series underwent a redesign of the front bodywork to improve aerodynamics and engine ventilation; an enlarged windshield was fitted with curved glass.
In addition to expanding the commonality of the line with the C/K-series, the introduction of the G20 followed the retirement of the Suburban panel van
The G-series vans again continued the use of a uniframe platform, integrating full-length frame rails into the structure of the unibody; to upgrade the structural integrity of the body, the body was assembled with single-piece body-side stampings. G10 vehicles were produced in both 90-inch and 108-inch wheelbases; G20 examples were available only in the longer 108-inch version. The G10 is externally visible by its 5-lug wheels (5x4.75" pattern); along with its 12-bolt rear-axle, the G20 uses 6-lug wheels.
1967-1968 Under the internal G10/G20 coding, the model line was again offered as the Chevy-Van and Sportvan (with 90/108 suffixes, denoting their wheelbase), with GMC retaining the Handi-Van and Handi-Bus nameplates, respectively. Alongside the upgraded "Custom" interior option for both the Chevy-Van, the Sportvan received a "Deluxe" option with further upgrades to its interior; both the Sportvan 90 and the Sportvan 108 were offered with two optional rear seats, again expanding capacity to 8. While air conditioning and power steering were never offered for the second generation, the redesign standardized previously optional features including a heater, 2-speed windshield wipers, and a dashboard glovebox; the front passenger seat remained an option for the Chevy-Van.
To accommodate its new V8 engine option (see below), the front bodywork was fitted with a larger, wider grille (housing the headlamps); while its design saw few major changes, the rear bodywork was fitted with larger taillamps. In compliance with federal regulations, the model line was upgraded to a dual-circuit braking system with a twin-reservoir master cylinder. In a first, power brakes became offered as an option (for G20 vehicles).
For 1968. several safety revisions were made. In compliance with FMVSS 108, the G10/G20 was fitted with side marker lights and reflectors, adding red marker lights on the rear quarter panels (behind the rear axle) and amber marker lights on the lower front doors. In a visible change, a sideview mirror became standard for both doors across the entire model line. In response to the addition of an optional V8, the fuel tank was increased in size (from 16 gallons to 24.5 gallons).
1969-1970 After 1968, the second-generation G-series was largely carryover (with the exception of the powertrain).
Powertrain details A central part of the 1967 redesign was a shift in powertrain commonality from the Chevy II/Nova towards the C/K truck line. From 1967 to 1969, the standard engine was the 230 cubic-inch inline-6, producing 140 hp (the largest engine of the previous generation). A 250 cubic-inch (High Torque 250) inline-6 was an option, producing 155 hp. A V8 was made an option for the first time: a 2-barrel Chevrolet 283 cubic-inch V8 (High Torque 283), producing 175 hp. To accommodate the larger engines, a heavy-duty radiator was added as an option.
For 1968, the 283 V8 was replaced by a 307 cubic-inch V8 (High Torque 307), increasing output to 200 hp. For 1970, the 230 inline-6 was retired in North America, making the 250 inline-6 standard alongside the optional 307 V8. Though a 4-barrel 350 V8 was referenced in the owners manual for 1970, it was not mentioned elsewhere.
Initially, all three engines were paired with either a 3-speed manual or a 2-speed Powerglide automatic; for 1968, a 4-speed manual (Borg-Warner T10) became optional (retaining a column shifter). For 1969, the Turbo-Hydramatic 3-speed automatic became an option (alongside the Powerglide).
Third generation (1971–1996)
In April 1970, GM introduced the third-generation G-series vans as 1971 model-year vehicles. In a complete redesign of the model line, the vans adopted a front-engine configuration (adding a hood to the body). While using a unibody chassis, the third-generation vans derived mechanical components from the second- and third-generation C/K pickup trucks.
Initial advertising in 1970 emphasized interior space, with the tagline "Chevrolet launches the space vehicle." It is a nod to the U.S. space program, with the vehicle appearing vertically on page, imitating a rocket launch.Newsweek, 18 May 1970: page 86
In production for 25 years, the third-generation G-series vans became one of the longest-produced vehicle platforms designed by General Motors.
Chassis In line with the two previous generations, the third-generation G-series vans again used unibody construction, integrating the frame rails into the floorpan; the side panels were constructed of a single-piece stamping. The model line was offered three wheelbase lengths: 110 inches, 125 inches, and 146 inches. From 1971 to 1989, the 146-inch wheelbase was used for cutaway chassis; for 1990, a single-rear-wheel version was introduced for an extended-length van body.
The front suspension underwent an extensive design change, deleting its leaf-sprung front axle; in line with C-series pickup trucks, the vans received independent front suspension with coil springs and control arms (allowing for much wider spacing of the front wheels). The rear axle suspension largely remained the same, retaining a leaf-sprung solid rear axle.
The four-wheel drum brakes of the previous generation were abandoned, as the third-generation G-series vans adopted front disc brakes. The front disc/rear drum configuration remained unchanged throughout the entire production of the model line; heavier-duty vehicles received larger brakes. For 1993, four-wheel anti-lock braking was added as a standard feature.
Powertrain