1967 GMC Pickup & Suburban Fact Sheet

The Custom Appearance Group (RPO Z61) Bright metal grille, windshield and rear window moldings, vent window frame and custom emblems. Glove box door nameplate and instrument panel knob inserts, vinyl coated floor mat, parking brake lever cover, and bright metal front end molding. Cost – $35.00.

The Super Custom model has elements that resulted in a distinct look. A set of unique, 1-year only, “Custom”  emblems were placed on the front fenders. The Super Custom was fitted with a larger rear window than the other other 67model’s. Stainless trim was placed around the front and rear window as well as the vent windows.

The interior contained bucket seats and a fold down center armrest that was padded – allowing a third passenger when upright. The GMC dash was different from the from the Chevrolet CST as it did not have chrome edges on the dash cluster like the Chevrolet version.The outer edge and inner rings of the instruments were black. The flat dash surface was charcoal gray. The steering wheel had a clear plastic horn button with “GMC” in the center. Additional Super Cus­tom equipment included floor carpeting, chrome front and rear bumper, and right-hand padded sunshade, and under­ body coating.

The FenderSide models also had an all-new cab and sheet metal, giving the same advantages of lower exterior height and length, greater interior roominess, improved forward visibility, advanced safety features, better resistance to rust and corrosion, as the Wide-side pickups. FenderSide bodies are con­tained between the rear fenders to provide a completely unobstructed load compartment. Floors are of durable select wood with recessed steel skid strips.

Wedge-type anti-rattle latches keep tailgate securely closed and minimize leakage of bulk cargo such as grain or sand. Rubber­ covered support chains hold tailgate in open position to handle long loads. FenderSide pickups were offered with either conventional 2-wheel drive or 4-wheel drive. All versions were available with 6½- or 8-ft. bodies and had the same chassis features as corresponding Wideside models. A 9-ft. body is also offered on a 30 Series chassis with leaf-spring rear suspension and a maximum GVW rating of 7,800 lbs.

The sixth-generation Suburban and Panel debuted alongside the new “light Tonnage vehicles. Growing in size over its International Travelall rival, the Suburban moved from a 115.0″ to a 127.0” wheelbase that was used by pickup trucks with 8-foot beds. A 3⁄4-ton Suburban was introduced for the first time. 4×4 models were also offered.

In a configuration distinct model vintage, Suburbans were configured with a single driver-side door and two passenger doors. The rear-wheel-drive Suburban was also available as a panel truck for commercial purposes.The panel version could be had with either a closed rear section with no windows or with windows similar to the Suburban. The Panel had no side doors. All Panels, regardless of side windows, had windows fitted to the rear doors, unlike the Suburban, that had a station wagon-like rear hatch.

The Suburban/Panel shared a large amount of mechanical commonality with its pickup-truck counterpart, sharing the same powertrain offerings. A 250-CID I-6 was standard, with a 292 CID I-6 offered as an option, as well as the two GMC V-6 engines of 305 and 351 CID.

Advanced engineering and redesigned power train con­figurations, reduced overall height by five inches while still retaining the normal transfer case to keep ground clearance of 12½ inches. In order to accomplish this, GMC engineers relocated the 2-speed transfer case to a higher position and attached it directly to the transmission.

Cab and sheet metal are identical to that of the pickups. Frames however, are of heavier gauge steel to withstand the punishment of off-road use. Front and rear leaf­ spring suspensions were of the new weight-saving tapered leaf type which reduced inter-leaf friction and provided a smoother, more even ride.

3/4-TON COMMERCIAL – MODEL CS and CM – SIX and V-8: Trucks in the  CA and CM Series 3/4-ton line had the same styling and trim changes as 1/2-ton trucks. For 1967, Suburbans and Panels were also introduced in this line. They had the same dimensions as comparable 1/2-ton models, but with heavier chassis components.

292 CID Six-cylinder. Overhead valves. Cast iron block. Seven main bearings.
Displacement: 292 cubic inches.
Bore and stroke: 3.875 x 4.125 inches.
Compression ratio: 8.5:1.
Horsepower: 170 @ 4000 RPM.
Torque: 275 @1600 RPM.
Valve lifters: Hydraulic.
Camshaft Timing: (includes ramp) Intake (324°) 274°, Exhaust: (327°) 277°. Valve Lift: Intake 0.3407″, Exhaust 0.3350″.
Carburetor: Rochester one­-barrel: Standard Manual Transmission 7026027; Automatic Transmission 7026028.

305E Six-cylinder. V-6.  Overhead valves. Cast iron block. Four main bearings.
Displacement: 351 cubic inches.
Bore and stroke: 4.56 x 3.58 inches.
Compression ratio: 7.50:1.
Horsepower: 220 @ 4000 RPM.
Torque: 320 @1600 RPM.
Valve lifters: Mechanical.
Camshaft Timing: Intake: 268°, Exhaust: 298°. Overlap: 63°. Valve Lift: Intake 0.397″, Exhaust 0.406″. NOTE: Some earlier versions: Intake: 252°, Exhaust: 276°. Overlap: 46°. Valve Lift: Intake 0.406″, Exhaust 0.397″.
Carburetor: Carburetor: Stromberg 2-bbl. model WW 23-163.

High Torque 283 V-8. Overhead valves. Cast iron block. Five main bearings.
Displacement: 283 cubic inches.
Bore and stroke: 3.875 x 3.00 inches.
Compression ratio: 9.00:1.
Horsepower: 175 @ 4600 RPM.
Torque: 275 @ 2400 RPM.
Valve lifters: Hydraulic.
Camshaft Timing: (intake) 250°, (exhaust) 250°, Valve Lift: (intake) 0.3980″; (exhaust) 0.3980″.
Carburetor: Rochester 2GV two barrel: 3-spped and 4-speed manual transmission 7027101, (with air conditioning) 7027103;  Automatic Transmission 7027114 (with air conditioning) 7027116.

NOTE: This engine was released later in the model year in response to buyer demand.

High Torque 327 V-8. Overhead valves. Cast iron block. Five main bearings.
Displacement: 327 cubic inches.
Bore and stroke: 4.00 x 3.25 inches.
Compression ratio: 8.5:1.
Horsepower: 220 @ 4400 RPM.
Torque: 320 @ 2800 RPM.
Valve lifters: Hydraulic.
Camshaft Timing (intake: 250°, (exhaust) 250°, Lift: (intake) 0.3987″, (exhaust) 0.3987″. Overlap 90°.
Carburetor: Rochester 4-barrel  (manual transmission) 7027203; (automatic transmission) 7027202.

NOTE: This engine was released later in the model year in response to buyer demand.

351E Six-cylinder. V-6.  Overhead valves. Cast iron block. Four main bearings.
Displacement: 305 cubic inches.
Bore and stroke: 4.25 x 3.58 inches.
Compression ratio: 7.75:1.
Horsepower: 170 @ 4000 RPM.
Torque: 277 @1600 RPM.
Valve lifters: Mechanical.
Camshaft Timing: Intake: 268°, Exhaust: 298°. Overlap: 63°. Valve Lift: Intake 0.397″, Exhaust 0.406″.
NOTE: Some earlier versions: Intake: 252°, Exhaust: 276°. Overlap: 46°. Valve Lift: Intake 0.406″, Exhaust 0.397″.
Carburetor: Carburetor: Stromberg 2-bbl. model WW 23-161.

All versions of the GMC V6 used a six-throw crankshaft, which when combined with the 60 degree included cylinder angle, produced a smooth-running engine without any need for a balance shaft. Spark plugs were located on the inboard side of the cylinder heads and were accessed from the top of the engine. This position allowed for shorter spark-plug wires and kept the spark plugs away from the hot exhaust manifolds, something which was emphasized in sales literature. It was also perceived as being easier to access for maintenance. These GMC V6 engines were noted for durability, ease of maintenance, and strong low-end torque. SEE the 1960 SAE Paper on the V-6 and Twin Six Engines HERE.