Adding an optional V8 to this Chevy Van meant redesigning the fuel system too — the tank grew from 16 gallons to 24.5 to keep up with the bigger engine's thirst.
Median 55 hp across 18 similar cars
Lead trim: Chevy Van 230 I6 (140 hp) · up to 200 hp
Chevrolet Chevy Van G10/G20G10-1967 · 1967–1970
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Nobody in Burbles has spotted a Chevrolet Chevy Van G10/G20 yet. See one on the street, point the app at it, and the first card is yours — with your @handle permanently credited on this page.
FactAdding an optional V8 to this Chevy Van meant redesigning the fuel system too — the tank grew from 16 gallons to 24.5 to keep up with the bigger engine's thirst.
For 1967 the second-generation G-series vans were introduced by Chevrolet and GMC, the half-ton G10 joined by the three-quarter-ton G20 with a 108-inch wheelbase body offered on both passenger and cargo vans; the front bodywork was redone to improve aerodynamics and engine ventilation with an enlarged, curved windshield, the line took the C/K trucks' commonality further (the G20 followed the retirement of the Suburban panel van), and the vans kept the uniframe platform with full-length frame rails integrated into the unibody and single-piece body-side stampings. G10s came in 90-inch and 108-inch wheelbases and G20s only in 108 (the G10 has 5-lug wheels, the G20 6-lug wheels and a 12-bolt rear axle); the Chevy-Van and Sportvan carried 90 or 108 suffixes for the wheelbase, with a "Custom" interior option for both and a "Deluxe" for the Sportvan, whose two optional rear seats again gave a capacity of 8. Air conditioning and power steering were never offered, though a heater, 2-speed wipers and a glovebox became standard and power brakes were a first option (on the G20). The 1967 redesign shifted powertrain commonality from the Chevy II/Nova to the C/K truck line: from 1967 to 1969 the standard engine was the 230 cubic-inch inline-six at 140 hp, a 250 inline-six at 155 hp was an option, and a V8 was offered for the first time, a 2-barrel 283 at 175 hp that was replaced for 1968 by a 307 at 200 hp, after which the fuel tank grew from 16 to 24.5 gallons; for 1970 the 230 six was retired in North America, making the 250 six standard beside the optional 307. A 4-barrel 350 V8 is referenced in the 1970 owner's manual but nowhere else, so it is not entered. The transmissions were the 3-speed manual and 2-speed Powerglide, with a Borg-Warner T10 4-speed optional from 1968 and the Turbo-Hydramatic from 1969; 1968 added side marker lights and reflectors, and a dual-circuit braking system was fitted in compliance with federal regulations. Wheelbases are 90 in (short) and 108 in (long) and lengths 171 in and 189 in, so no dimension is entered on the engine trims.
Collectors Spotted in the Chevrolet Chevy Van Lineage
No member has published a public street spot of the Chevrolet Chevy Van yet — the First · Worldwide stamp is wide open.
Trims & Figures
4 published trims in the catalogue. A blank is a figure not recorded, not zero.
| Trim | Years | Engine | Power | Torque | 0–60 | Drive | Gearbox | MSRP |
|---|---|---|---|---|---|---|---|---|
| Chevy Van 230 I6 (140 hp) | 1967–1969 | 3.8 L Inline-6 | 140 hp | 220 lb-ft | — | RWD | — | — |
| Chevy Van 250 High Torque I6 (155 hp) | 1967–1970 | 4.1 L Inline-6 | 155 hp | 235 lb-ft | — | RWD | — | — |
| Chevy Van 283 High Torque V8 two-barrel (175 hp) | 1967–1967 | 4.6 L V8 | 175 hp | — | — | RWD | — | — |
| Chevy Van 307 High Torque V8 (200 hp) | 1968–1970 | 5.0 L V8 | 200 hp | — | — | RWD | — | — |
Owning one
We don’t estimate running costs for a car like this. What it costs depends on its condition, its specialist and how it is driven, and an average would mislead.
Owners’ builds
Nobody has claimed one yet.
Photographs
This G-series van stayed in production for 25 straight years — one of the longest production runs of any GM platform ever built.
Adding an optional V8 to this Chevy Van meant redesigning the fuel system too — the tank grew from 16 gallons to 24.5 to keep up with the bigger engine's thirst.
The 1964 Chevy Van shipped with exactly one seat — the driver's. A front passenger seat that actually stayed bolted down was an extra-cost option.
Rivals
Same body, same money, other badges — tap any card to flip.
Chevy pitched the Astro as the anti-minivan, telling buyers life was too big for one, while it rode on a rear-wheel-drive truck frame.
The IIHS rated the Astro Poor in a 1996 crash test, yet 2001–2004 Astros later had the lowest driver death rate of any US passenger vehicle.
The boxy, unglamorous Astro quietly posted one of the best real-world safety records in America: IIHS found 2001-2004 models had the fewest driver deaths per million vehicles of any passenger vehicle on US roads.
The third-generation Tourneo Connect, released in Europe in October 2021, is a rebadged fourth-generation Volkswagen Caddy, assembled by Volkswagen in Poland.
Ford beat the 25% "chicken tax" by importing the Transit Connect as a passenger van — rear windows and seats included, then stripped out and recycled once it landed in the US.
Ford spent years in federal court over the second-gen Transit Connect: in June 2019 the US won its appeal, and judges ruled the van was cargo-only — ending Ford's workaround for the 'chicken tax.'
GM sold a rebadged Nissan NV200 as the Chevy City Express for four years, then killed it in 2018, citing weak sales and the fact that its parts weren't even compatible with GM's own parts catalog.
Its name is a pun: "S-Cargo" means "Small Cargo" but sounds just like escargot — French for snail, the shape the whole van was built to resemble.